Table of Contents

Table of Contents.......................................................................................................1 ACKNOWLEDGEMENT.........................................................................................4 ABSTRACT..............................................................................................................5 INTRODUCTION.....................................................................................................6 CHAPTER 1..............................................................................................................8 Air ventilation system........................................................................8 CHAPTER 2.......................................................................................................13 Air conditioning system...........................................................................................13 What are Lithium Bromide Chillers?..................................................................14 Principle of Operation.........................................................................................17 Chiller Possible Fluid Pairs.................................................................................18 NH3-H2O system ...........................................................................................18 LiBr-H2O system............................................................................................19 Comparison......................................................................................................19 Types...................................................................................................................20 Cooling Cycle......................................................................................................21 Solution Pump and Heat Exchanger................................................................21 Generator.........................................................................................................22 Condenser........................................................................................................22 1

Evaporator.......................................................................................................24 Absorber..........................................................................................................24 Possible Configurations.......................................................................................25 Second Configuration:.....................................................................................27 Third Configuration:........................................................................................28 Our configuration................................................................................................28 Condenser........................................................................................................29 Evaporator.......................................................................................................31 Absorber..............................................................................................................32 Regenerator......................................................................................................33 Solar water heater............................................................................................34 Limitations of our system....................................................................................35 Conclusions and recommendations.........................................................................37 APPENDIX A..........................................................................................................38 Mass and Energy Balance........................................................................................38 Overall mass flow balance...................................................................................39 Energy balance....................................................................................................40 Rate of heat transfer in generator....................................................................41 Rate of heat transfer in evaporator..................................................................41 Rate of het transfer in condenser.....................................................................41 Rate of heat transfer in absorber .....................................................................42 Coefficient of performance..................................................................................42 2

APPENDIX B..........................................................................................................43 Surface Area Calculations...................................................................................43 Condenser........................................................................................................43 Evaporator.......................................................................................................44 Absorber..........................................................................................................45 Heat exchanger................................................................................................47 Generator.........................................................................................................47 Solar collector..................................................................................................48 APPENDIX C .....................................................................................................50 Thermodynamic Diagrams..................................................................................50 .............................................................................................................................51 .............................................................................................................................52 BIBLIOGRAPHY ..................................................................................................53

ACKNOWLEDGEMENT
First of all we are thankful to Almighty Allah Who enabled us to complete our mini project

We are thankful to Dr. Naveed Ramazan For encouraging us to prove our talent

We are thankful to our honorable supervisor Dr. Shahid Naveed For believing in us by giving such a tough mini project

We are deeply thankful to Sir Saad Nazir For his consistence guidance, encouragement and affectionate behavior.

ABSTRACT

Pakistan is a country which has been blessed with all four seasons; summer being the longest. Due to temperatures as high as 45 C, the amount of heat is significant, resulting in raising the interior temperature to a level that is uncomfortable for the passenger. Frequently it can lead to damage the systems and contents within the interior of the vehicle. The feasibility of a system to cool and to ventilate the interior space of car while parked as well as in moving has been investigated in this report. It introduces two systems. First one looks into the practicability of harnessing the solar energy for possible ventilation of the car cabin. The second portion is the feasibility of a lithium bromidewater (LiBr-H2O) absorption chiller for automobiles namely cars with a nominal capacity of 0.3 tons. The various stages of design are presented including the design of the evaporator, absorber, solution heat exchanger, generator and condenser. The future trends of research in this area would be on solar collectors which will be more effective in utilizing the energy with lesser area.

INTRODUCTION
Imagine a car parked in sun in summers, what will happen? The temperature of the car will increase to unbearable level, making it to be felt like an oven. As human mind has always been trying to discover the means of the comfort, several researches have been conducted in the field of automobiles to make it more and more suitable, attractive and comfy for its passengers. Major discomfort in car, as it was said above, is high temperature in cabin during summers. Since the invention of first car, several models have been proposed allowing the vehicles occupants to travel in the comfort of a controlled environment even on the most hot and humid summer day. In the history of automobiles the day of November 4,1939 carries very

importance as it was the day when first air conditioned car was displayed, Since the advent of the automotive air conditioning system, many things have undergone extensive change to make an air conditioned car affordable and a necessity that car owners can not live without. Air conditioning system in todays modern cars is based on vapor compression cycle, this system has been working very efficiently for a long time but today when the world is facing the problems of energy crisis, a need arises in the field of air 6

conditioning to make it more energy efficient and economical. Besides, this system is only suitable for running cars and more efficient for long distances. As solar energy is one of the cheapest and abundant sources of energy in world and especially in a country like Pakistan, so in our project we have tried to utilize this energy. In our first proposed model we have used photovoltaic (PV cells). Photovoltaic on cars would be very useful in hot climates where the interior of the parked car can easily exceed 500C. Powering a fan to ventilate the cabin of a parked car would considerably reduce the air conditioning requirement. Second anticipated model is for air conditioning of parked and running car. We have used lithium bromide cycle instead of vapor absorption cycle according to availability of energy sources in our environment. In Pakistan during the month of June avg. temperature is around 450C.Making use of solar collectors this surplus solar energy is stored and is then utilized in air conditioning cycle .The other requirement for this cycle is rejection of heat to surrounding i.e. from the condenser and absorber. We have designed this cycle in such a way that they can exchange heat with the atmosphere thus eliminating the need for extra cooling medium. This system will work independently unlike the vapor compression cycle whose working depends on the engine of the car, making it possible for a parked car to be air conditioned.

CHAPTER 1 Air ventilation system

Park your car on the road side, in mid July, under the sun, for an hour and then observe, what happens when you break an egg on the bonnet of the car. It will start frying in no time at all. The same will be practiced by the person who dares to sit in that car. Surely, the latter is experienced by everyone. The summer season of the Pakistan has the average temperature of about 45 degrees and in few areas, the temperature reaches up to 50.This means that the temperature inside the car exceeds 50 degrees which is extremely troublesome for anyone traveling in that car. The purpose of considering the parked car is lucid to everyone but how this should be done is a big problem. The simplest way is to ventilate the parked car, so that the temperature, inside the car remains normal but the extra work that is going to be done by the air conditioning system of the car increases and also the fuel requirement which itself is a big issue as the fuel prices are increasing day by day. The sun emits 1370 +/-3.4% watts per square meter of energy, 51% of it actually enters the Earth's atmosphere and therefore approximately 700 watts per square 8

meter of clean energy can be obtained. Solar radiations are commonly used for diverse heating purposes. In some instances, more sophisticated solar powered systems have been used for the generation of electricity, and once electricity is available, it can be used for any desired purpose. However, it must be appreciated that solar powered systems are usually most practicable where the sun radiations are the strongest, and this is where cooling, not heating, is commonly the factor of greatest interest. Solar ventilation system usually requires that the equipment for the conversion of solar energy to electrical energy be first employed, and then this electricity be used for the operation of equipment, such as fan, blowers etc. The system proposed in this report works on a similar principle, that is, the production of electricity using solar energy, in order to drive a fan. The use of only a single small fan in the system is particularly contemplated, which further simplifies the needed construction. Our proposed system is comprising of a solar powered exhaust fan configured to mount to the vehicle and having an inlet that is in communication with the interior space when mounted on the vehicle; and an array of photovoltaic cells for generating electrical energy from sunlight, wherein the array may be electrically connected to the exhaust fan for providing electrical energy to the exhaust fan. The fan can be mounted on the roof, in the window, in between the mudguard and wheel of the car. The roof has to be cut for the fan placement or the car need to be redesigned which is not an option. So by eliminating this configuration, we are left with the two choices. Configuring the fan in the window is a good option but it creates the security problems as the window cannot be fully closed and an extra support is needed by the fan which destroys the outlook of the car leaving us behind the third configuration that caters for all the disadvantages of the first two assemblies. 9

There are many other factors that should be kept in mind while designing a system like what size electric fan will be adequate to cool your vehicle, distance between the mudguard and the wheel, photovoltaic cell size & placement and outside air temperature & density are just a few. Generally speaking, it is best to maximize fan area coverage and airflow capability when choosing a fan for your vehicle but the area availability is the biggest constraint. The two fan assembly has a bit better airflow potential, but the location of them is more difficult. So, we restrict our system to single fan assembly. In this system, an array of photovoltaic cells is used to convert solar energy in to electrical energy for powering the exhaust fan. A solar array is made up several hundred modules combine together to generate electricity from solar energy. The solar array can be mounted in several ways:

Horizontal: This most common arrangement gives most overall power

during most of the day in low latitudes or higher latitude summers and offers little interaction with the wind. Horizontal arrays can be integrated or be in the form of a free canopy.

Vertical:

This arrangement is sometimes found in free standing or

integrated sails to harness wind energy.[5] Useful solar power is limited to mornings, evenings, or winters and when the vehicle is pointing in the right direction.

Adjustable: Free solar arrays can often be tilted around the axis of travel
in order to increase power when the sun is low and well to the side. An alternative is to tilt the whole vehicle when parked. Two-axis adjustment is only found on marine vehicles, where the aerodynamic resistance is of less importance than with road vehicles. 10

Integrated: Some vehicles cover every available surface with solar cells.
Some of the cells will be at an optimal angle whereas others will be shaded.

Trailer:

Solar trailers are especially useful for retrofitting existing

vehicles with little stability, e.g. bicycles. Some trailers also include the batteries and others also the drive motor.

Remote: By mounting the solar array at a stationary location instead of

the vehicle, power can be maximized and resistance minimized. The virtual grid-connection however involves more electrical losses than with true solar vehicles and the battery must be larger.

The choice of solar array geometry involves an optimization between power output, aerodynamic resistance and vehicle mass, as well as practical considerations. For example, a free horizontal canopy gives 2-3 times the surface area of a vehicle with integrated cells but offers better cooling of the cells and shading of the riders. There are also thin flexible solar arrays in development. Solar arrays on cars are mounted and encapsulated very differently from stationary solar arrays. Solar arrays on cars are usually mounted using industrial grade double-sided adhesive tape right onto the car's body. The arrays are encapsulated using thin layers of Tedlar .Any type of photovoltaic cell that full fill the demands can be used. After selecting the size and positioning of the solar array, the exhaust fan is positioned to vent hot air from the interior of the vehicle to the exterior, thereby creating negative pressure in the interior to draw in cooler outside air into the interior, i.e. through the vehicle's vents. As in Liana, the Space between the mudguard and the wheel is 6 inches, so any fan between 2-3 inches can be used.

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Also the inlet spacing is provided from the lower end of the car near the wheel so that long duct system could be avoided. The electrical connections are provided between the array and the fan by using suitable cord assembly. The assembly first comprises of the cord that is connected to the PV cell and that terminate in the form of a female connector. A second cord is used includes a male connector and a right angle male plug that connects into a jack provided in the fan. The wiring can be done along the window edges to the roof where a small PV cell is installed. In this cord, a thermostat is also installed which senses the air temperature inside the cabin. When the temperature is below the predetermined set point, electricity flow can be stopped to the fun by turning off the switch. In this way, fan only works when required. This prevents the fan from operating when the air temperature is at a level such that dew and other moisture may be pulled into the interior as a result of the creation of the negative pressure inside the cabin. A thermostat can be incorporated at other locations of the system as desired. Thus, a solar fan assembly should be used for proper ventilation of the car and to decreases the air conditioning load which is our main purpose.

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CHAPTER 2
Air conditioning system
After working on the ventilation system, we decided to take cooling of the car forward to another level. Though the ventilation system was instrumental in reducing the temperature in the cabin to tolerable value; it was still not enough. On days of peak temperature of around 50C of the surroundings, the cabin was still too hot to be comfortable. Thus, we proposed another, newer, system for the chilling of the car cabin - the absorption chillers. Through these chillers, we attempted to remove the need of experiencing any discomfort due to heated cabin by proposing a system, which will not only reduce the fuel requirement of cooling the car but also provide a car which is chilled even when parked! Use of Lithium Bromide Chillers for the purpose of cooling is not an entirely new phenomenon. The first gas absorption refrigeration system using gaseous ammonia dissolved in water (referred to as "aqua ammonia") was developed by Ferdinand Carr of France in 1859 and patented in 1860. Due to the toxicity of ammonia, such systems were not developed for use in homes, but were used to manufacture ice for sale. Since then a lot of research has been done on it to improve the cycle and determine its possible utilization. Up till now, absorption refrigeration systems have largely been applied to large cooling loads e.g. that of a house or commercial 13

building. Due to its large volume, it has not yet been proposed for small systems such as the cooling system of a car. We have attempted to apply the same principle of chilling to automobiles and check the feasibility of this system.

What are Lithium Bromide Chillers?

The electric chiller of todays car uses an electric motor for operating a compressor used for raising the pressure of refrigerant vapors, whereas absorption chillers are refrigerators that use heat instead of mechanical energy to provide cooling. It has a thermal compressor which consists of an absorber, a generator, a pump, and a throttling device. This compressor replaces the mechanical vapor compressor which derives the cooling system. This means that the rejected heat from the power-generation equipment (e.g. turbines, micro turbines, and engines etc) may be used with an absorption chiller to provide the cooling. Thus, specifically for our system, we can use the waste gases from the engine, when the car is in motion, to drive the thermal compressor or for the case of parked car, we can try to utilize the solar energy found abundantly during the summers to supply the energy to drive the cooling system. Therefore, by applying this system, we can strive to achieve a better utilization of the limited energy resources available to us. Unlike the vapor compressor air conditioning system, the thermodynamic process being used in adsorption chillers is not a conventional thermodynamic cooling process based on Charles' law. Instead, it is based on two very basic principles: 1. Evaporation:

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When a liquid evaporates, it carries the heat away, in the form of fastermoving (hotter) molecules. These same molecules release the heat absorbed when they condense. These heats are called latent heat of evaporation and latent heat of condensation. 2. Pressure effect on Boiling Point: As the pressure changes the boiling point changes, i.e. it decreases with decrease in pressure. This means that evaporation can then be applied at lower temperature by creating small vacuum. Their application is further explained in the cooling cycle stated latter on. The chemical process occurring in the absorption cooling works on the affinity of some pairs of chemical to dissolve in one another. For example, lithium bromide solution has affinity towards water; water has affinity towards ammonia etc. This affinity depends on two factors; 1. Temperature, 2. Concentration of the solution. As the temperature decreases, the affinity of the absorbent increases and it absorbs larger amount of solute. As the solution becomes diluted, with respect to the absorber, the affinity starts to diminish and finally it comes to equilibrium depending on the temperature and pressure. After this point it can no longer absorb any more solute. However, there is a small drawback to the absorption chillers. Compared with mechanical chillers, absorption chillers have a low coefficient of performance (COP = chiller load/heat input). However, this is not a good basis for comparison

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as the sources of energy input are different, with electricity being a more expensive energy source than the waste heat being used in the chillers.

Is an Absorption Chiller the Best Choice for Us?

One of the questions that might arise in the mind is that whether the absorption chillers a good option for us. Well, this query can be easily satisfied by checking few pointers, if at least one of the following applies absorption cooling may be worth considering:
1.

You have a combined heat and power (CHP) unit and cannot use all of the available heat,

2. 3. 4. 5. 6.

Waste heat is available, A low-cost source of fuels is available, Your boiler efficiency is low due to a poor load factor Your site has an electrical load limit that will be expensive to upgrade Your site needs more cooling, but has an electrical load limitation that is expensive to overcome, and you have an adequate supply of heat.

7.

Where noise from the compressor is problematic

In short, absorption cooling may fit when a source of free or low-cost heat is available, electricity is unreliable, costly, or unavailable, or if objections exist to using conventional refrigeration. Essentially, the low-cost heat source (e.g., from turbine exhausts or industrial processes) displaces higher-cost electricity in a conventional chiller. 16

Applying the mentioned pointers to our system, we can see that more than sufficient factors can be applied to our system. First being that we have free waste heat energy easily available to us in the form of exhaust gases leaving the system during the operation of the engine. A second source of energy (low cost) that we can utilize is that of the sun available to us in more than sufficient amount during those scorching summer days of June. This energy can even be used to run the cooling system on a parked car. Third factor is the raising prices of the fuel these days. By utilizing the waste heat from the gases or the renewable energy from the sun we can reduce the fuel requirement of the car and thus also help in preserving the limited resources that we do have. Another point to consider is that by separating out the cooling system from the engine load we increase the efficiency of the car thus leading to a smoother and faster ride. Keeping in mind the above points, it becomes clear that the employment of absorption chillers can be a good alternative for the current chilling systems in the cars.

Principle of Operation

As stated above, the absorptive refrigeration uses a source of heat to provide the energy needed to drive the cooling process. The high concentration side of the cycle absorbs refrigerant vapors (which, of course, dilute that material). Heat is 17

then used to drive off these refrigerant vapors thereby increasing the concentration again. The absorption chiller has to be operated at very low pressures (about l/l00th of normal atmospheric pressure). At such a low pressure the boiling point of the water is significantly reduced (e.g., at ~ 40F). This means that the water vaporizes at a cold enough temperature to produce cooling effect of about 44F. This allows us a sufficiently good gradient for cooling the car cabin.

Chiller Possible Fluid Pairs

Just after having a look at the topic, the question that arises in our minds is about the lithium bromide fluid pair. Why specifically this pair? Are there any explicit reasons behind it or we can use any available fluid pair. Many pairs have been proposed over the year through research but only two of them are widely used. NH3-H2O system The first chiller to be designed was done with ammonia and water pair. In this design, liquid ammonia is introduced into hydrogen gas. The liquid ammonia brought about cooling by evaporating in the presence of hydrogen gas. The nowgaseous ammonia is next sent into a container holding water, which absorbs the ammonia. The water-ammonia solution is then directed past a heater, which boils ammonia gas out of the water-ammonia solution. The ammonia gas is then condensed into a liquid. The liquid ammonia is then sent back through the hydrogen gas, completing the cycle.

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LiBr-H2O system A similar system for absorption chillers uses a solution of lithium bromide salt and water. Water under low pressure is evaporated from the coils that are being chilled. The water is absorbed by a lithium bromide/water solution. The water is then driven off the lithium bromide solution using heat. This water is then condensed and returned to the evaporator to complete the cycle. LiBr-H2O has a higher COP than the NH3-H2O systems.

Comparison
Each system has its own advantages and disadvantages related to its operation. To determine which one would be best for our system we first need to compare their pros and cons. The comparison is summarized in the table given below. NH3-H2O system The COP is between 0.6 to 0.7. LiBr-H2O The COP is between 0.6 and 0.8

Also applicable for lower temperature LiBr-H2O systems cannot operate at applications, with temperature temperatures much below 5C since the refrigerant is water vapour. Commercially available absorption chillers for air conditioning applications usually operate with a solution of lithium bromide in water and use steam or hot water as the heat source. achievable as low as -40 F (-40 C). NH3-H2O system needs a rectifying column that assures that no water vapour enters the evaporator where it could freeze.

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Ammonia-water systems are more common for smaller tonnage.

Lithium bromide-water chillers are used for large tonnage in process applications.

Considering our system, we can see that though the tonnage required is low but the available space is also small, whereas ammonia-water chiller requires more units than the lithium bromide chiller and is more complex in operation. As the cooling temperature required is above 5 degrees Celsius in automobiles, therefore, the pair given to us is the best choice.

Types

Commercially available absorption chillers are available in two types: 1. Single Effect (Stage) Units They use low pressure (20 psig or less) as the driving force. These units typically have a COP of 0.7. 2. Double Effect (2-Stage) Units These are available as gas-fired (either direct gas firing, or hot exhaust gas from a gas-turbine or engine) or steam-driven with high pressure steam (40 to 140 psig). These units typically have a COP of 1.0 to 1.2. To achieve this improved performance they have a second generator in the cycle and require a higher temperature energy source.

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Due to the limited space available in the car we decided to use the single stage adsorption chillers for our system. This way we require less units and consequently lesser space.

Cooling Cycle

Now, lets determine the cooling cycle that is to occur during the refrigeration. We have decided that we are going to use single stage lithium bromide chillers for the refrigeration. The energy, material balance and the area calculations are provided in the appendix. Solution Pump and Heat Exchanger

Figure 1 Solution Pump and Heat Exchanger

The cycle starts from the pump which is placed at the end of the absorber.. A dilute lithium bromide solution is collected in the bottom of the absorber shell. From here, a hermetic solution pump moves the solution through a shell and tube heat exchanger for preheating. In the pre-heater it exchanges heat with the hotter, concentrated absorbent solution and reaches the temperature of 55 C. This is done to reduce the amount of heat duty in the regenerator. Simultaneously, the hotter 21

stream becomes cooler so that the load on the absorber is also reduced and more absorption takes place. Introduction of heat exchanger increases the efficiency of the system. Generator

Figure 2 Generator

After exiting the heat exchanger, the dilute solution moves into the upper shell. The solution surrounds a bundle of tubes which carries steam at 105 C. The steam or hot water transfers heat into the pool of dilute lithium bromide solution. The solution boils, sending refrigerant vapor upward into the condenser and leaving behind concentrated lithium bromide. The concentrated lithium bromide solution moves down to the heat exchanger, where it is cooled by the weak solution being pumped up to the generator. The regeneration of the vapor allows the process to continue as a cyclic process. Condenser

Figure 3 Condensor

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The refrigerant vapor migrates through mist eliminators to the condenser tube bundle. The refrigerant vapor condenses in the tubes. The heat is removed by the surrounding air flowing over the tubes and the surrounding temperature is around 40 C. Due to the forced convection it further drops a few degrees. It is here that the heat initially absorbed by the water to evaporate is released or rejected out of the system. As the refrigerant condenses, it collects in a trough at the bottom of the condenser.

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Evaporator

Figure 4 Evaporator

The refrigerant liquid moves from the condenser to the evaporator and is sprayed inside the evaporator tube bundle. Due to extreme vacuum in the shell (6mmHg (0.8kPa) absolute pressure), the refrigerant liquid boils at around 39F (3.9C), creating the refrigerant effect. The vacuum is maintained by hygroscopic action of the absorbent - the strong affinity lithium bromide has for water in the absorber directly below. Absorber

Figure 5 Absorber

As the refrigerant vapor migrates to the absorber from the evaporator, the strong lithium bromide solution from the generator is sprayed over the top of the absorber tube bundle. The strong lithium bromide solution actually pulls the refrigerant vapor into the solution, creating the extreme vacuum in the evaporator. If this 24

vapor is not removed it will continue to increase the pressure till the pressure if the evaporator increases such that required cooling is no achieved. The absorption of the refrigerant vapor into the lithium bromide solution also generates heat which is removed by the surrounding air. The now dilute solution of lithium bromide collected, from where it flows to the solution pump. The chilling cycle is now completed and the process begins once again.

Possible Configurations

Now, that we have defined the cooling process that we are going to try out, we now face the problem of choosing the best configuration, out of many configurations that we can base our proposition on. Depending upon where we want to install our system, there can be different types of configurations. The first thing to define is what class of vehicle we want to install our system in i.e. whether we are installing it in a car or a bus. Lets consider the case of a bus first. Due to larger size of the bus there are many possible spaces available in it. 1. We can put it near to the engine If we examine the current cooling system of the buses, we come to know that the refrigeration systems installed in them already consume a large volume as there is a separate engine present for the sole purpose of 25

providing energy to the cooling system. Thus if that system is to be removed, we will be left with a lot of space to install our new system in. 2. On the roof of a bus Second option available for us is that of the roof of the bus. Again there would be a large space available on the roof. Thus we can say that the factor of space availability is not a major factor in the buses. Besides this, uses generally dont have to be parked over a long period of time thus the problem of cabin space being over heated is not a major issue. Therefore, we will shift our attention to smaller system which faces the problem of over heating and space availability more frequently, cars. When working on the different configurations for the cars, we first have to determine the type or the model of the car i.e. 1. A car without trunk e.g. CULTUS 2. A car with a trunk e.g. LIANA For cars without trunk we are left with only one option that we install it on the roof of car. But for a car having trunk, we have more than one options i.e. inside the trunk (for a car using petrol as a fuel not using CNG cylinders so that some space is available for our system) or on the roof. Thus, we chose LIANA (a car with trunk) to check the feasibility of our system. After choosing the car to analyze the refrigeration on, we then came up with different possible ways to place our refrigerator so that we could determine the most suitable configuration. Different possible configurations that are possible are discussed below with their merits and demerits:

First Configuration:
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We can install our refrigeration system inside the trunk of a car. But there are various problems associated with this kind of configuration. 1. Nowadays, it is a common practice in our country to put CNG (compressed natural gas) cylinders inside the trunk of a car as CNG is a cheaper source of fuel in our country. So it will not be possible for us to fit our refrigeration system simultaneously with these cylinders because of large volume occupied by our system. 2. Another problem is that the cooling system of the chiller releases heat energy into the surrounding which can create hazardous conditions for the CNG cylinders ( i.e. can cause possible expansion of gas leading to the bursting of the gas cylinders) 3. Purpose of the trunk to carry luggage from one place to another will lost.

Second Configuration:
We can replace the previous refrigeration system with our system. But the problem is: Previous refrigeration system (vapor compression cycle) occupies very small volume and has fewer number of units as compared to our system (absorption refrigeration system). So we cannot put our system inside the bonnet of a car with the engine.

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Third Configuration:
We can put our system on the roof of a car. The only problem with this kind of configuration is that car will lose its esthetic sense. But by ignoring this problem, we can easily install our system on the roof without any problem of large volume and leakages etc. Thus, we found third configuration most feasible for our system.

Our configuration

We install our system on the roof of a car. Our absorption refrigeration system includes the following main components: Condenser 28

 Evaporator Absorber Heat exchanger Regenerator Solar heater Each of the components is explained below with its position and configuration in detail.

Condenser
In systems involving heat transfer, a condenser is a device or unit used to condense a substance from its gaseous to its liquid state, typically by cooling it. Simply put, condenser is a device or unit used to condense vapor into liquid. Condenser in our system Condenser is a very important component in our system which takes water vapors and produces saturated liquid. In our configuration the condenser is placed on the roof of the car. As water vapors coming from the regenerator enter into the condenser, they condense by releasing heat into the ambient air. To enhance the exchange of heat with the surroundings, air is blown over the tubes carrying the vapors. The rate flow of air over the condenser is being controlled by a fan that is mounted parallel to the tubes of the condenser.

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For condensation we will use a horizontally mounted air cooled condenser in the shape of a radiator. An air cooled condenser is a heat transfer device for rejecting heat from a hot fluid directly to fan-blowing ambient air. We are using this kind of condenser because in our case refrigerant is being cooled by the outside air And also because by using this type of system no problem arises for thermal and chemical pollution of cooling fluids. Besides this the system is flexible for any plant location and plot plan arrangement like installation over other units. As installation of a big unit on a small car is a big issue so we preferred this type of unit which is more flexible in its installation than other types.

Figure 6 Condenser 1

Figure 7 condenser 2

Configuration Tubes are arranged in such a way that the air is blown by forced convection over the tubes through a fan mounted on the side of the condenser. This means both fluids (refrigerant inside the tubes and air blown out side the tubes) are parallel in flow therefore no correction factor is needed for the calculation of LMTD (log mean temperature difference).

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Tubes with fins are used to provide a large surface to volume ratio. Thus more contact area between air and tubes is provided which make heat exchange process much better than tubes without fins. The condenser is made up of carbon steel through which process fluid at high temperature flow and heat exchange takes place.

The tubes can be of virtually any material available, such as carbon steel, stainless steel, Admiralty brass, or more exotic alloys. The minimum preferred outside diameter is one inch.

Evaporator
In evaporators physical process occurs through which a liquid or solid substance is transformed to the gaseous state; the opposite of condensation. Evaporators are widely used in refrigeration system and also for the purification purposes. Evaporator in our system Evaporator is another important component in which evaporation of refrigerant occurs. The refrigerant absorbs heat to evaporate thus causing cooling in the surroundings. Evaporators are usually installed in the location near to the point which is required to be cooled. In our system evaporator is installed at such a position inside the bonnet of the car such that it is exposed to the air from the cabin. The air from the cabin is easily sucked by the fan that is located on the evaporator and blown over the evaporator for heat exchange purposes. Pressure inside evaporator is kept very low so that when the refrigerant from a throttling valve enter into the evaporator, sudden reduction of pressure occurs causing flashing and thus evaporation occurs that causes cooling in the surrounding.

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Configuration Evaporator is installed inside the bonnet of car in the form of tubes that are placed in the form of coils and water is inside the tubes. Air is blown on tubes by fan that is located on the side of evaporator so that a parallel flow of both fluids occur.

Absorber
Absorber is a unit in which vapors of refrigerant coming from evaporator enter and get absorbed by the solvent solution inside the evaporator. Absorber is a critical component since its efficiency directly effects the whole cycle. Its advantage is that it does not have any moving parts and can operate at low temperature. Absorber in our system In our system absorber is using LiBr-water solution as an absorbent mixture which requires a corrosion resistant material. Water vapors enter in tubes while absorbent is sprayed in tubes so that vapors get absorbed in absorbent. Intimate contact between vapors and absorbent occurs promoting mass and energy balance from vapors to the absorbent mixture. Configuration Absorber is build as horizontal tubes. Tubes are arranged horizontally. Absorber tubes are mounted on the roof of car.these tubes are made up of corrosion resistant material such as carbon steel.

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Figure 8 Absorber

Regenerator
Regenerator is a unit in which regeneration of absorbent occurs. It requires high tempearture for seperation of the two fluids. This is the section which requires the external heat input. Regenerator in our system Regenerator is a very important component in absorption refrigeration system. It is a high temperature component. In our system it is mounted on the roof of car and is placed below the solar collector. It is a shell and tube heat exchanger in construction. Heat energy is provided through the hot water collected in the solar collector. Hot water comes from the solar heater and flows inside the tubes while water rich solution from the absorber is pumped to the regenerator through the heat exchanger. Heat is then transferred from hot water to the solution. Due to increase in temperature water get evaporated and passes to the condenser while concentrated absorbent solution is sent to the absorber. the

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Configuration We use a horizontal shell and tube heat exchanger with hot water inside the tubes and solution which is to be separated flows outside the tubes.As very high temperature is required and solution is libr-water mixture so we select the corroision resistant material.e.g.carbon steel. It is installed on the roof of a car below solar heater so that supply of hot water is easy.

Solar water heater

In solar water heater, water is heated by the use of solar energy. Solar heating systems are generally composed of solar thermal collectors, a fluid system to move the heat from the collector to its point of usage. The systems may be used to heat water for a wide variety of uses, including home, business and industrial uses. Heating swimming pools, under floor heating or energy input for space heating or cooling are more specific examples. Solar water heater in our system We are using solar water heater to provide heat to the regenerator for the evaporation of refrigerant. We are providing heat to the regenerator by using solar energy because it is not only the cheap source of energy but also a valuable amount of heat can be provided easily to the regenerator.

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Configuration We are using a concentric pipe solar heater. Water is in internal tube and there is a vacuum between outer and internal tubes to avoid heat losses due to convection. We are using coating of special selective material on outer surface of internal tubes making outer surface of internal tube good absorbers and bad radiator so that all heat get absorbed in water inside the internal tubes that is eventually use to provide heat in regenerator.

Figure 9 Solar water heater

Limitations of our system

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1. This system requires more pump power than todays system. 2. Their size and weight are larger and heavier than todays chiller of the same capacity. 3. In an absorption machine, if the solution concentration is too high or the solution temperature is reduced too low, crystallization may occur. This is most likely to occur in the solution heat exchanger, interrupting the machine operation. Therefore, solution concentration should always be as given by the manufacturer. 4. For keeping the required pressure in the absorption chiller, it is necessary to evacuate the vapor space periodically with a vacuum pump. As at high load conditions, the control system increases the heat input to the generator, resulting in increased solution concentrations to the point where crystallization may occur.

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Conclusions and recommendations

After scrutinizing the system completely, we can see that the absorption cooling may be used when a source of free or low-cost heat is available, or if objections exist to using conventional refrigeration. Since we are using solar heaters for the heating purposes, their calculated area is large, making our system infeasible for a car. Secondly, the COP of our designed system is 0.59, which can be improved by increasing efficiency of heat exchanger however at high temperature our absorbent gets crystallized. In addition to that, the solar energy is not freely available all the time and also there may be weather fluctuations leading to the system malfunctioning. Therefore we can make our system a hybrid one. We can provide heat to our system not only through solar collector but also through the waste heat of exhaust gases when solar energy is not available. In the light of these conclusions, we recommend: There should be a continuous experimentation for the efficient use of solar energy in the day time so that the size of solar collector is reduced. In addition, to cope with the increasing demands of cooling in Pakistan, having limited fuel availability, we should find substitutes for more expensive methods. As this system is more reliable, less operational and maintenance cost is required, so this system is better to adopt. Also the low-cost heat source in absorption system displaces higher-cost electricity in a conventional chiller, making it more economical. 37

APPENDIX A Mass and Energy Balance

The following diagram represents the conditions and the cycle of our refrigeration system.
3 Generator 6 Qg 100c 2 Heat exchanger 90 7 Water vapor Absorber 1 30c Qa Qe 5 QC Condenser 40c 4

Evaporator 10c

Libr solution

Figure 10 Block Diagram Of Our System

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Capacity = 0.3 tons = 1.03 kW Refrigeration effect = h5-h4 h5= h of saturated vapor leaving the evaporator at 60C and 0.935kPa=2512.6kJ/kg h4= h of saturated liquid leaving the condenser at 400C and 7.735kPa=167.5KJ/kg Hence the mass flow rate of refrigerant is calculated as: Mass flow rate Mass flow rate = = = m3 = m4 = m5 = capacity/refrigeration effect 1.05kW / 2345.1kJ/kg 4.477*10-4 kg/sec 4.477*10-4 kg/sec

Figure 11 Car For Our Configuration

Overall mass flow balance

m1 = m2 + m3 m1 = m2 + 4.77* 10-4 (1)

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LiBr balance x1m1 = x2m2 (4.77*10-4 m2)0.595 = 0.63 m2 2.83*10-4 = 0.035m2 m2 = 8.08*10-3kg/sec Solving eq. (1) and eq. (2) m1 = 8.562*10-3 kg/sec The solutions concentrations are now determined with the help of graph: x1 = 59.5% x2 = 63.0% (2)

Energy balance
The enthalpies of the solutions can be read from the graph C1 in appendix C, h1 = h at 400C and x of 59.5% = -160 kJ/kg h2 = h at 900C and x of 63.0% = -65 kJ/kg The temperature of 59.5% solution leaving the heat exchanger is 55 0C and solution at this point has enthalpy h6 = -130kJ/kg The rate of heat absorbed by the solution passing from the absorber to the generator is Q6 = m1(h6-h1) = 8.562*10-3(-130+160) =0.256 kW 40

Since this same rate of heat transfer must be supplied by the solution that flows from the generator to the absorber Q6 = Q7 Q7 = m2 (h2 h7) 0.256 = 8.08*10-3(-65- h7) h7 = -96.6kJ/kg From graph C2 in appendix C, the temperature of the solution leaving the heat exchanger is, t7 = 750C

Rate of heat transfer in generator

Qg = m2h2 + m3h3 m1h1 = (-65) (8.08*10-3) + (4.47*10-4) (2660) (8.56*10-3) (-130) = 1.7766 kW

Rate of heat transfer in evaporator

Qe = m3 (h5-h4) = 4.477*10-4(2512.6 167.5) = 1.05kW

Rate of het transfer in condenser

Qc = m4h4 m3h3 = 4.477*10-4(167.5 2660) = 1.188kW

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Rate of heat transfer in absorber

Qa = m5h5 + m2h2 m1h1 = 4.477*10-4(2512.6) + (8.08*10-3) (-96.6) (8.562*10-3) (-160) = 1.78kW

Coefficient of performance
COP = Qe / Qg = 0.591

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APPENDIX B
Surface Area Calculations
Condenser
T1 = 90 0 C T2 = 40 0C t1 = 36 0C t2 = 40 0C

LMTD for counter flow arrangement is calculated as LMTDcounter = (90-40) (36-40) / ln (50/4) =18.20C In our case the flow arrangement is counter- parallel, so a correction factor Ft is applied For this correction factor K = (T1- T2) / (T1-t1) =0.925 S = (t2-t1) / (T1-t1) = 0.074 R = K/S = 12.40 From kern Ft = 0.83 43

So, LMTD* = Ft (LMTDcounter) = 0.83(18.2) = 15.2360C Fourier law of cooling QC = UAT U =100W/m2k QC = 1.188Kw Area = (1.188*103)/ (100) (15.236) = 0.779m2 Area for finned surface = 0.85(0.779) = 0.663 m2 Area = 2rl 0.663m2 = 2 (7.5*10-3) (L) Lt = 13.8 m Assuming each length to be 0.30m Number of tubes = n = 13.8 / 0.3= 46

Evaporator
T1 = 450C T2 = 250C LMTD = (45-6) (25-6) / ln (34/9) = 27.80C Fourier law of cooling 44 t1= 60C t2= 60C

Qe = UAT U =170W/m2k Qe= 1.05kW A = (1.05*103) / (170) (27.8) = 0.221m2 For finned surface A = 0.19 m2 Length of coils is calculated as Area = 2rl D= 15mm L = (0.19)/ (2) (7.5*10-3) =4m

Absorber
T1 = 480C T2 = 400C LMTD = (10-4)/ln (10/4) = 6.50C In our case the flow arrangement is counter- parallel, so a correction factor Ft is applied For this correction factor K = (T1- T2) / (T1-t1) =0.66 S = (t2-t1) / (T1-t1) 45 t1= 360C t2= 380C

= 0.166

R = K/S =4 From kern Ft = 0.93 So LMTD* = Ft (LMTDcounter) = 0.93(6.5) = 6.0450C Fourier law of cooling Qa = UAT U=600W/m2k Qa= 1.78kW A = (1.78*103)/ (600) (6.045) = 0.494 m2 For finned surface A = 0.296 m2 Length of coils is calculated as Area = 2rl D= 15mm L = (0.296)/(2)(7.5*10-3) = 6.28 m 46

Assuming each length to be 0.3, then Number of tubes = n = 6.28 / 0.3 = 21

Heat exchanger
For double pipe heat exchanger T1 = 900C T2 = 720C LMTD = (90-35)-(72-40)/ln (35/32) = 33.480C Fourier law of cooling Qa = UAT U =125W/m2k Q1x = 0.256kW A = (0.256*103)/ (125)(33.48) = 0.06 m2 Diameter of outside pipe =D= 15mm Diameter of inside pipe = d = 9.5mm Area = 2rl L = (0.06)/(2)(7.5*10-3) =2m t1= 400C t2= 550C

Generator
T1 = 1050C T2 = 950C 47 t1= 550C t2= 900C

LMTD = (105-90)-(95-55)/ln (15/40) = 25.50C Fourier law of cooling Qg = UAT U =2300W/m2k Qg = 1.776kW A = (1.776*103)/ (2300) (25.5) = 0.03 m2 Area = 2rl L = (0.03)/ (2)(7.5*10-3) = 1.01 m

Solar collector
For evacuated tube solar collectors Efficiency of the collector tubes = = 0.82 -2.19(Tm-Ta)/G Where, Mean temperature of collector = Tm = (95+105) / 2 =100 Ambient temperature = Ta = 400C G = 1100 W/m2 Then, = 0.7 For net absorber plate area 48

QCOLLECTOR = AG QCOLLECTOR = Qg 1.776*103 = (0.7) (A) (1100) A = 2.3m2 From the literature: Net absorber area = 0.6(gross absorber area) Gross absorber area = (2.7) / (0.6) = 3.8 m2 Outside diameter of tubes = D = 2 cm = 0.02m Inside diameter of tubes = d = 1cm = 0.01m We know that Area = 2rl Assuming the length of each tube to be 0.75m Number of tubes = 3.8/ (2) (0.01) (0.75) = 81

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APPENDIX C
Thermodynamic Diagrams

Figure C1 Enthalpy of LiBr-H2O solution Figure C2 Temperature- Pressure-Concentration diagram of LiBr

50

Figure C1 Enthalpy of LiBr-H2O solution

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Figure C2 T-P-Conc diagram of LiBr

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BIBLIOGRAPHY
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11.http://en.wikipedia.org/wiki/Absorption_refrigeration [retrieved on: 01,12,09] 12.http://tristate.apogee.net/cool/ccaa.asp [retrieved on :01,12,09] 13.http://www.yazakienergy.com [retrieved on :01,12,09] 14.http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6V2P47VS0H21&_user=8640825&_coverDate=09/30/2003&_rdoc=1&_fmt=full&_orig=s earch&_cdi=5708&_sort=d&_docanchor=&view=c&_searchStrId=1142302 541&_rerunOrigin=scholar.google&_acct=C000060493&_version=1&_url Version=0&_userid=8640825&md5=14c5b410e03776b10df6a9883779c7e2 #toc [retrieved on : 03,12,09] 15.http://www.engr.colostate.edu/~allan/heat_trans/page4/page4.html#Conducti on [retrieved on:03,12,09] 16.http://ktisis.cut.ac.cy/jspui/bitstream/10488/881/1/C43-CLIMALITHIUM.pdf [retrieved on 03,12,09] 17.http://www.five-shades-of-green-energy.com/solar_collectors.html [retrieved on : 05,12,09] 18.http://www.cogeneration.net/index.htm [retrieved on: 07,12,09] 19.http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6V4S4DV1GJ45&_user=3451693&_coverDate=07/01/2005&_alid=1151247676&_rdoc=1 &_fmt=high&_orig=search&_cdi=5766&_sort=r&_docanchor=&view=c&_ ct=78&_acct=C000060493&_version=1&_urlVersion=0&_userid=3451693 &md5=36207b680778f216738c9dd349c86119 [retrieved on :10,12,09]

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